Car beake



(No Model.) 3 Sheets-Sheet 1.

S. H. TERRY.

, GAR BRAKE.

No. 345,263. Patented July 6, 1886..

WITNESSE$i INVENTOR f Z Samufl'rLTwry.

,w-n/ BY i y 7 s ATTORNEYS N. PETERS, PnawLnhu m hnr. washin mn. D. C,

(N0 Mod Wi'EnLs as 3 sheet t 2' s. H. TERRY UAR BRAKE.

Patented July 6, 1886.

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(No Model.) 3 Sheets-Sheet 3.

S. H.-TERRY.

GAR BRAKE.

No. 345,263. Patented July 6, 1886.

WITNESSES: INVENTOR WJMMW m ATTORNEYS- Samml H.TTry.

UNiTen STATES ATENT OFFICE.

SAMUEL H. TERRY, OF BROOKLYN, NEW YORK.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 345,263, dated July 6,1886.

Application tiled October 29, 1885. Serial No. 181.293. (No model.)

To aZZ who/7t it may concern.-

Be it known that I, SAMUEL H. TERRY, a citizen of the United States,residing at Brook lyn, in the county of Kings and State of New York,have invented new and useful Improvements in Oar-Brakes, of which thefollowing is a specification.

My invention relates to improvements in mechanism for operatingear-brakes; and the object of this invention is to provide car-brakemechanism which shall be entirely automatic, and which will operate toapply the brakes irrespective of the direction of motion of the train.The brake mechanism is connected with and operated by the draw-bars, sothat when the brakes are applied to the engine, or when the engine isreversed, the momentum of each car will furnish sufficient pressure atits drawbar to operate the brake.

The invention consists essentiall in the combination, with the draw-barot' a car and with a right and left hand screw-thread carried by one ofthe axles, of a toothed arm suspended i'rom the carbody, which arm isconneeted with and operated by the draw-head, and serves to apply thebrakes. A pivoted yoke-lever connected with the brakes is engaged andmoved about its pivot by thetoothcd arm, whereby the brakes are applied.To adapt the brake for either direction of motion of the car, the teethof the pendent arm are mounted at right angles to each other on theopposite ends of a rock-shaft having bearings in the arm, and saidrock-shaft is turned at the proper time by suitable lcverconnectionswith the draw-heads, so that when the car is drawn in one direction oneof the teeth is in a position to engage with one of the screws, and whenthe engine is placed at the other end of the train the second tooth isin position to engage the remaining screw, said operation being effectedby the drawing outward of the draw-bars, while the application of thebrakes is effected by the inward motion of the said draw-bars. Mechanismis also employed whereby the power with which the brakes are applied isregulated according to the load-on the car.

The abovementioned novel features, together with other distinguishingfeatures, are more fully pointed out in the following specification andclaims, and illustrated in the accompanying drawings, in which- Figure 1represents an inverted plan view of a car provided with my improvedbrake mechanism. Fig. 2 is a vertical longitudinal section thereof inthe plane 3 y, Fig. 1. Fig. 3 is a horizontal section in the plane 00 m,Fig. 2. Fig. 4 is an inverted plan view, on a larger scale than thepreceding figures, of the arm and the yoked lever. Fig. 5 is a similarsectional view of the same, showing the parts in a different position.Fig. 6 is a longitudinal vertical section of the pendent arm on the samescale as Fig. 4. Fig. 7 is a plan view of detail parts. Fig. 8 is a sideelevation of the mechanism for regulating the power with which thebrakes are applied.

Similar letters indicate corresponding parts.

In the drawings, the letter A designates the car-platform; B, one of thetrucks. G are the truck-wheels; D D, the brake-bars, all ofordinaryconstruction. 1 y

it is the brake-lever, and F is one of the draw-bars. The draw-bar F,which works through suitable guides or boxes, is'provided with adrawhead, which is normally extended out from the car by means of aspring, f, which acts against a collar or stop, f, Fig. 2, on thedraw-bar. A spring-cushiomf, is arranged upon the d raw-bar in advanceof said collar, in order to take up the shock in starting. To the rearend of the draw-head, and forming an extension thereof, is attached abar, G, which is made yoke-shaped, so as to surround and clear the truckking-bolt, and thereby allow the said bar to freely move longitudinally.Upon one of the axles of the truck is arranged a sleeve or collar havingaleft and right .hand thread H H thereon, which threads are carriedaround the sleeve as many times as may be desired, the rapidity withwhich they act in causing the brakes to be applied being de termined bytheir pitch. A suitable space is left between the terminals of thesethreadsH H, so as to distinctly separate the rightv and left handportions of the screw and the intermediate hub thus left, and also thehubs left at both the outer ends of the threads are of greater diameterthan that of the root of the 100 and to said frame is pivoted an arm, L,which can radially swing about its point of suspension bothlongitudinally and transversely, and said arm carries teeth Z Z, each ofwhich is adapted to engage with one of the threads H H on the axle. Toswing the arm L toward the screw when the draw-bar is pushed in, abell-crank lever, m m*, is employed, Figs. 2, 3, and 7, which is pivotedat W to the frame J, and one arm, m, of which is attached at m to thebar G, previously described, while its other arm, 111*, acts upon a cam,l", projecting from the pendent arm L. To return the arm L to its normalposition, a link, m Fig. 2, is connecled to the upwmdly-extending arm mof the bell-crank lever m m and to the arm L. To allow the pendent armto swing freely in the two directions mentioned, it is pivoted to a box,j, which is jourualed to lugs jon the frame J, forming a gimbal. Theteeth 1 Z are rigidly secured to a rock-shaft, M, in such a positionthat when one tooth projects horizontally the other pointsvertically-that is to say, they are placed at right angles to each otherand at such a distance apart that each would engage with the centralthread of its respective threads on the axle; but only one of the samewill engage with its respective thread at one time. As shown in thedrawings, tooth lalways engages thread H, which is left hand, and toothZ engages thread H, which is cut right hand. To vibrate this rock shaftM, in order that the proper tooth may engage its respective thread atthe proper time, I so connect the same with the two drawbars of the carthat when the locomotive is at one end of the train and starts forwardin its motion the rock-shaft is vibrated, so as to bring one'of theteeth in a horizontal position. while when the engine is at the otherend of the car, the other tooth is brought into a horizontal position.To eifect this, I employ a slide, N, Fig. 2, which is free to movelongitudinally, and is connected with the drawhars by rods N N, each ofwhich is secured to its draw-bar by a pin, a, playing in a slot, n, inthe rod, whileits other end extends through one end of the slide, and issubjected to the action of a spring, a. The slots n in the rods N are sosituated that the slide is only moved when either of the draw-bars isdrawn outward. Aslotted web, a", in the slide engages one arm of abellcrank lever, O, pivoted to the frame J, the other arm of which leverO is provided with a fork, 0, which engages one end of a rod, 0, whichis guided in the arm L, and is connected with an extending arm, 0, ofthe rock-shaft M. To look this bell-crank lever O in a positioncorresponding to either ultimate position of the rock-shaft, aspring-latch, 0 is employed, which engages the vertical arm of the saidbell-crank lever 0, but allows the same to vibrate and clear itself whenthe draw-head is sharply pulled.

To the lower plate of the frame J is pivoted a yoke-lever, P, the arms pof which are in position to be engaged by the pendent arm L,

and the arm 1) of said yoke-lever is attached by a chain, 12*, to onearm of the brake-lever E, Figs. 1, 2, 4, and 5, which latter is pivotedat c to the brake-bar D, so that when the yoke-lever P is turnedin theproper direction about'its pivot the brake-shoes are drawn against thewheels. The other arm of the brake-lever E has its connecting-rodpcarried forward and attached by suitable spring-connections with theopposite brake-bar, D, so that the lever will also operate the oppositebrake-shoes. In order to prex'ent an undue pressure'upou the pendent armL, the bar G is not rigidly secured to the draw-bar; but a spring, 9, isinterposed between ashouldcr on an extension of the same, against whichspring a plate, projecting downward from the draw-bar F, abuts, and aspring-cushion, y, is placed on the opposite side of said plate. \Vewill now suppose that the engine is at the forward end of the train, andthe sameis moving forward in the direction indicated by arrow 1, Fig. 2,and the axles rotate in the direction of arrow 2, Figs. 1 and 2. It,now, the brakes on the locomotive are applied to produce a slightstoppage of the same, or it the engine be reversed or its forward motionchecked in any other manner, the momentum ofthe cars will result in apressure on the draw-bars, and the same will be pushed inward. Theinward motion of the draw-bar throws the pendent arm L in the directionof the screws H H by the action of the bell-crank lever m 112*, andtooth Zis brought into engagement with thread H, and the said arm iscarried to one side until it clears the thread, whence it is in theposition shown by dotted lines in Fig. 5. The arm L in this lateralmotion engages the arm 1) of the yoke-lever l, and thereby swings theyoke-lever about its pivot to the position shown by dotted lines in Fig.

5, and, consequently, through the connection.

of this yoke-lever with the brake bar, 'the brake-shoes are drawnagainstthe wheels. The arm L when in this lateral position is forcedinto engagement with a recess, Fig. 7, in the arm 111* of the bell-cranklever m m* by the hub at the end of the thread, and is thereby fixed inthis position. As soon as the locomotive starts ahead again, the sharppull on the draw-head draws the same outward, and the pendent arm L andyoke-lever P are returned to their normal positions by the link m andthe brakes are withdrawn from the Wheels. When thelocomotive backsthetrain that is to say, moves the same in the opposite direction to arrowL-the draw-bar wil be pushed inward, and the same tooth, Z,will en gagewith the thread H; but since the direction of rotation of the screw isnow opposite to that indicated by arrow 2, Fig. 2, the arm L is carriedin the opposite direction and toward the centralhub, and does not engageor move the yoke l and the brakes are not affected. It the backwardmotion of the locomotive is now checked, the draw-bars F are drawnoutward, owing to the momentum of 345,263 r a d the cars, and the arm Lengages the arm 19 of the yoke-lever P and draws the latter aboutitspivot to the position shown in Fig. 4, and the brakeshoes are therebyapplied to the wheels. When the engine again resumes its backingmotion,the draw-head is again pushed inward ,and the arm L releases theyoke-lever, whereby the brakes are withdrawn. To throw the strain offthearm L when the brakes are in engagement with the wheels, I use ayokeshaped lock, R, Figs. 5 and 6. which is pivoted at r to theyoke-lever P, and has two arms, rr, and a tail, T, which is adapted toengage a stop, 1', arranged on the frame J. In the normal position ofthe lock R (brakes off) the arm 1- is flush with the body of theyoke-lever P, while the arm r thereof projects inwardly beyond thearm 1) of the yoke-lever P and the tail 1" is out of contact with stopa. \V hen the brakes are applied during backing, the arm L engages thearm 1) of the yoke lever I and swings said lever around. Thelocking-lever R is also carried therewith, and the tail 1- engages thestop 1 and holds the yokeshaped lever P in the position shown in Fig. 4.\Vhen the locomotive backs again, the arm L is thrown in the directionof arrow 4 and strikes arm of theloek, which new projects beyond'thebody of the yoke-lever l, and clears the tail 1' from the stop r fsothat the yoke-lever P can return to its normal position. Suppose, now,that the brakes are off, and the mechanism in its normal position,andthe locomotive is at the other end of the train,opposite to arrow' 1.The

first forward movement of the locomotive causes the draw-bar at this endof the car to move outward, and the slide N is moved in the directionindicated by arrow 1, marked thereon in Fig. 2, and the bell-crank leverO is moved about its pivot to throw downward the rod 0, so as to turnthe rock-shaft M, Fig. 6, in the proper direction to bring tooth Z in ahorizontal position. If the motion of the locomotive is slackened,thedraw-bar is pushed in, and the tooth Z of the arm L engages theright-hand thread, 11, of the screw, and the arm L is carried towardarm 1) of the yokelever I, and the brakes are applied in the same manneras when the brakes were applied when the car was moving forward in theopposite direction. The application of the brakes, when the train backsin this case, is precisely identical with that previously described. Incase the coupling-link between two cars should break, or the cars shouldbecome separated in any manner, it is necessary that some connectionshould exist between the cars, which would apply the brakes in case ofsuch an cecurrence. Forthis purpose I pivot a lever,

S, to the platform, one arm of which engages a pin, 8, on a collarsecured to the draw-head, while the other arm is attached to anyconvenient part of the car directly ahead by a connecting-rod, s, andchain. (Not shown.) The lever S bears on a hanger, S, suspended from thecar-bottom, and when the lever is swung so as throw 011 the brakes bypushing in the draw-head, it engages with a notch or projection, 8 insaid hanger, and is retained ;in this position. .ated, the rod 8 willturn the lever before breaking, and the brakes will be thrown on 'by theaction of the proper screw on the pendent arm L. as before.

If the cars become separ- To operate the brakes by hand, I attach anadditional brake-rod, T, to the upper end of 'the brake-lever E, andthis can be connected j-with a band-wheel'or other well'known de vice toeffect the purpose.

If desired, the pendent arm L can be operated directly by hand,whichwould fit the brake for service on locomot-iveengines.

To cause the brake-shoes to beapplied with a greater or less force withvarying loads on the car-platform, I make use of the device illustratedin Fig. S,which device is actuated by the deflection of the car-platformby the load thereon, and is intended to increase or decrease theleverage through which the force exerted by the yoke-lever 1 upon thebrakelever E acts, so that when the leverage is dc creased by theaction'of the device, as it will be when the car is loaded, thebrake-shoes are applied with more force to the wheels than when the caris unloaded. The device eon-. sists, essentially, in providing the leverE with a sliding sleeve, U", to which the chain p, lead. ing from theyoke-lever P, is attached, instead of being seen red directly to thebrake-lever E, as before described. The slilding sleeve U is actuated bya bent lever, U, which is pivoted to a beam, U, extending between thetruckbeams, to which latter it is secured in order that it may not beaffected by the deflection of the carplatform. By this device the forcewith which the brakes are applied is increased with increasing loads,and decreased with decreasing loads, and my object in providing thisbrake-controlling device is that the brakes will never be applied with aforce greater than is necessary to overcome the momentum due to theload. One arm of the lever is attached by a suitable spring-connection,u, with the car-platform,while its other end is connected by a link, a,with a sleeve, U", which can slide on the brake-lever E, and to thissleeve U the chain leading from the yoked lever P, is attached. \Vithincreasing loads on the carplatform the same will be depressed, and thesleeve will be caused to slide downward on the brake-lever, whereby theleverage on the arm extending upward from thepivot will be diminished,and a correspondingly greater force will be applied upon thebrake-shoes, since the distance traversed by the arm p will always bethe same. WVith a decreasing load the effect will be the reverse, andconsequently the pressure of the brake-shoes upon the wheels will alwayscorrespond to the load on the carplatform.

l/Vhat I claim as new, and desire to secure by Letters Patent, is-

1. The combination, with the draw-bar of Iii) a car and the axle, of theright and left hand screw on the axle and the toothed arm L, connectedwith and operated by the draw-bar, substantially as shown and described.

2. The combination, with the draw-bar and right and left hand screw .onthe axle, of the pendent toothed arm L, connected with and operated bythe draw-bar, substantially as shown and described.

3. The combination, with the draw-bar of a car and the right and lefthand screw carried by one of the axles, of the pendent toothed arm L,connected with the draw-head, and the yokelever P, connected with thebrake-bars and in position to be engaged by the arm L, substantially asshown and described.

4. The combination, with the draw-bars of a car and the left and righthand screw carried by one of the axles, of the pendent arm L, the teethI I, carried by said arm in the relative positions described, and theconnections of the teeth with the draw-bars, substantially as shown anddescribed. I

5. The combination, with the draw-bar of a car and the axle carrying aright and left hand screw, of the toothed pendent arm L, the nose Ithereof, lever m m*, link m and bar G, for actuating arm Lto' engage thescrew, substantially as shown and described.

6. The combination, with the pendent arm L, of the teeth ll, mounted ona rock-shaft, M, having bearings in the arm, the slide N, the slottedrods N, connecting the slide with the draw-bars, and 'the bell-cranklever O, which is engaged by the slide and is in connection with an armon the rock-shaft, substantially as shown and described.

7. The combinati0n,with the drawbar, the brake-bars, and the right andlefthand screw carried by one of the axles, of the pendent arm connectedwith the draw-bar, the yokelever P, and thelocking device R,substantially as shown and described.

the brake-lever, which is connected with the yoke-lever P, a bent lever,N, suitably pivoted, one arm of which is connected with the platform,the other arm being connected with the sleeve N substantially as shownand described.

. 10. The combination, with the herein-described brake mechanism, of thelever S, pivoted to the platform and engaging the drawhead, the saidlever being connected with the car in advance, and a stop or itsequivalent, for holding the lever in its locking position,substantiallyas shown and described.

11. The combiuation,with the pendent lever L, of the teeth I Z thereof,connected with and operated by the draw-bars, substantially as shown anddescribed.

12. The combinati'omwith the pendent arm L, of the teeth 1 Z, thehereiadescribed mechanism for operating the same, and the springlatch 0,for locking said mechanism, substantially as shownand described.

13. The combination,with the yoke-lever P, the device for locking theyoke-lever, which consists of abent lever, R, pivoted to the yokeleverP, and having a tail adapted toengage with a stop, r, substantially asshown and described.

In testimony whereof I have hereunto set my hand in thepresence of twosubscribing witnesses.

. SAMUEL H. TERRY.

\Vitnesses:

W. HAUFF, A. FABER DU FAUR, Jr.

